TVR Speed 12
25 September 2002, 08:57 AM
#1
Scooby Senior
Thread Starter
Has this car ever been reeased for road use? I know they race it in the GT car type races, i've just never heard of anyone having one on the road!
25 September 2002, 09:41 AM
#5
I seem to remember TVR were giving driver training to owners of these things and people like the Gallagher brothers and JK were mentioned as owners. I live about 2 miles from JK but have not seen him in one of these. He seems to prefer his Noble. He also owns the meanest looking Bentley I have ever seen.
Steve
Steve
25 September 2002, 10:05 AM
#6
Scooby Regular
Join Date: Dec 2001
Location: Cheshire
Posts: 2,569
Likes: 0
Received 0 Likes
on
0 Posts
Taken from PistonHeads website
The Speed 12 never made it into production and has been superceded by the Cerbera Speed 12.
The original engine design was conceived by Al Melling, the head of a small British company called MCD. Since then John Ravenscoft, TVR's in-house engine man has developed it dramatically.
Raced in the Privilege GT Championship in 1998, it achieved mixed results as TVR experimented with the set up of the car. Top speed hasn't been made public, but the race car was geared for a maximum of 185mph at which point the rev limiter cuts in! It had been intended to run the car in the Le Mans 24 hours. It's not clear why the Speed 12 didn't make it to Le Mans but a contributory factor may be that the FIA governing body required its horsepower reduced to 660bhp from the 700-800bhp being quoted.
Engine: 7730cc 90 degree V12
Steel block, aluminium heads, 4 valves per cylinder
Dry Sump
12.5:1 compression ratio
Power: 800 bhp at 8250 revs
Torque: 650 lbs/ft at 5750
Weight: 1000kg
Chassis: Space frame with integral rollover and side impact protection.
Brakes: Front - 378mm ventilated with 6 pot callipers
Rear - 273mm ventilated with 4 pot callipers
Wheels: Front - 11x18, 285/35 tyres
Rear - 13x18 345/35 tyres
J
The Speed 12 never made it into production and has been superceded by the Cerbera Speed 12.
The original engine design was conceived by Al Melling, the head of a small British company called MCD. Since then John Ravenscoft, TVR's in-house engine man has developed it dramatically.
Raced in the Privilege GT Championship in 1998, it achieved mixed results as TVR experimented with the set up of the car. Top speed hasn't been made public, but the race car was geared for a maximum of 185mph at which point the rev limiter cuts in! It had been intended to run the car in the Le Mans 24 hours. It's not clear why the Speed 12 didn't make it to Le Mans but a contributory factor may be that the FIA governing body required its horsepower reduced to 660bhp from the 700-800bhp being quoted.
Engine: 7730cc 90 degree V12
Steel block, aluminium heads, 4 valves per cylinder
Dry Sump
12.5:1 compression ratio
Power: 800 bhp at 8250 revs
Torque: 650 lbs/ft at 5750
Weight: 1000kg
Chassis: Space frame with integral rollover and side impact protection.
Brakes: Front - 378mm ventilated with 6 pot callipers
Rear - 273mm ventilated with 4 pot callipers
Wheels: Front - 11x18, 285/35 tyres
Rear - 13x18 345/35 tyres
J
25 September 2002, 11:26 AM
#7
Scooby Regular
Join Date: Dec 2001
Posts: 202
Likes: 0
Received 0 Likes
on
0 Posts
That looks like the car that was at Croft a while back. We helped to push it onto it's display stand. Very loud and impressive close up - how wide!!
When the hot exhuast started to melt surrounding bodywork causing smoke and an expensive burning smell, we asked the TVR rep "do you realise it's on fire?". His calm reply was "oh yeah, they do that"
Aren't silly cars great
When the hot exhuast started to melt surrounding bodywork causing smoke and an expensive burning smell, we asked the TVR rep "do you realise it's on fire?". His calm reply was "oh yeah, they do that"
Aren't silly cars great
Trending Topics
25 September 2002, 10:11 PM
#9
Scooby Regular
All I can say is if the real thing goes & handles like the one on GT3
there aren't going to be many straight ones around for long
there aren't going to be many straight ones around for long
26 September 2002, 05:36 PM
#10
Scooby Regular
Join Date: Jul 2002
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
It never made it to full road use. Also the red press car is the silver press car (diff number plate and paint job) However its still in existance and belongs to the factory. I believe Kieth Flint (sp?) of prodigy fame was first in line, and slightly miffed at not getting one.
27 September 2002, 12:59 AM
#11
Scooby Regular
Join Date: Dec 2000
Location: Herts
Posts: 329
Likes: 0
Received 0 Likes
on
0 Posts
Something you may be interested in??
This is from the TVR Centre website wich is the garage a couple of miles from my work.
It's nice to pop in there from time to time and dream.
http://www.tvr-centre.co.uk/update.shtm
The TVR Cerbera Speed Twelve made its world debut at the London Motor Show in October 1999 and is a departure from the traditional TVR manufacturing methods.
With its hybrid aluminium honeycomb and tubular steel chassis, carbon fibre bodywork, six speed sequential gearbox and unique fabricated steel blocked V12 800 bhp powerplant, this sensational lightweight variation of the Cerbera theme is in the tradition of week-end race cars that can be driven to and from the track. The car inherits more than just the engine and therefore name of its GT1 predecessor. With the recent demise of GT1, TVR has taken the opportunity to develop a new GT2 contender that will take TVR back onto the global GT stage. International GT rules mandate a flat floor and a tubular steel roll cage and so the primary chassis of the car consists of a T45 steel tubular safety cell which is integrally braced by the flat aluminium honeycomb floor and bulkheads. This hybrid construction both follows the racing rules and allows for the car to be quite simple to assemble.
The front bulkhead is immediately behind the engine whilst the rear one lies directly ahead of the rear wheels. This allows the exhausts to exit cleanly away from the engine and then turn ahead of the footwell to run down the sills, and the driver to sit as far rearward as possible. The removal of the previous structural reliance upon the tunnel allows this to be as narrow as the gearbox dictates and in turn allows the driver to be positioned further inboard towards the centreline of the car. The honeycomb floor and bulkheads are stiff enough to accept the seat mounts and pedal assemblies directly without need for further reinforcement. The floors are stabilised at their outer edges where they are folded up 90° to give 40mm of crushable protection for the occupants.
The wide sills house the silencers which are also contribute to the side impact protection which ends finally with the cage doorbars. Because the floor and bulkhead assembly form the complete cockpit area they can be assembled, bonded and rivetted before the cage is bolted into place. This then forms a sealed centre section that contains the driver and fuel tank safely within the rollover cage and also has the required flat floor. There are front and rear subframes that are simple, light yet stiff tubular fabrications (again in T45 steel). These are bolted to the cage through the honeycomb bulkhead panels via ingenious self aligning steel fittings that make use of the shear stiffness of the bulkheads to triangulate the roll cage structure. The engine is fitted by removing the entire front end of the car, without the necessity of disconnecting any oil or water pipes. The outermost ends of the subframes terminate in aerospace alloy billet bulkheads that fulfil both structural and practical roles.
At the front two back to back, machined from solid plates, form a void that is the oil dry sump tank; provide all the mountings for the front suspension and steering rack and physically connect the open subframe tubes. At the rear a similar machined from solid plate seals the rear of the differential housing and provides mountings for the rear suspension. The differential housing provides a structural load path between the rear subframe and the cabin section via a fabricated casing that also locates the rear lower wishbones. The suspension consists of classic double wishbones all round, with coil over gas dampers operated by pushrods and with rising rate anti-roll bars front and rear. The centre lock magnesium wheels run on steel hubs within exquisitely fabricated aerospace steel vaned uprights to allow cooling air to reach the massive (15") brake discs and callipers.
At the rear the driveshaft CV joints are integrated within the hub/bearing assembly. All of the suspension joints pivot on spherical bearings. The bodywork is all manufactured in house out of carbon fibre pre-preg composite with a mixture of Nomex and Kevlar reinforcement, the overall style being that of a Cerbera on steroids. The entire front and rear are one piece mouldings for quick and easy access whilst the cabin section is bonded to the honeycomb bulkheads and sides to form the sealed passenger compartment. The front screen contains a heating element for elegant demisting whilst rear vision is perhaps described at best as "adequate", given the imposing presence of the rear wing.
Of all the new features of the Speed Twelve, the most significant is TVR's own all-new, 7.7 litre V12 which gives the car its name. In unrestricted form this engine gives 800 bhp @ 7250 rpm and 650 ft lb of torque at 5750 rpm. In principle, the engine is two Speed Sixes but in reality shares little but the valves of its smaller sister. Among its more notable features are its aluminium 48 valve heads, high molybdenum EN14T steel block, EN40B nitrided steel crankshaft and EN24B conrods.
Even the road car is trimmed in an extremely spartan fashion with weight saving being paramount in the engineers' minds but a small number of road cars have been delivered already. The racing programme has been very successful, even in its early stages, and the drivers of the Cerbera Speed 12, Ian McKellar Jnr. and Bobby Verdon-Roe, have been on the podium of the British GT series a number of times in 2000 including at the car's maiden victory at Silverstone during the summer.
Steve
This is from the TVR Centre website wich is the garage a couple of miles from my work.
It's nice to pop in there from time to time and dream.
http://www.tvr-centre.co.uk/update.shtm
The TVR Cerbera Speed Twelve made its world debut at the London Motor Show in October 1999 and is a departure from the traditional TVR manufacturing methods.
With its hybrid aluminium honeycomb and tubular steel chassis, carbon fibre bodywork, six speed sequential gearbox and unique fabricated steel blocked V12 800 bhp powerplant, this sensational lightweight variation of the Cerbera theme is in the tradition of week-end race cars that can be driven to and from the track. The car inherits more than just the engine and therefore name of its GT1 predecessor. With the recent demise of GT1, TVR has taken the opportunity to develop a new GT2 contender that will take TVR back onto the global GT stage. International GT rules mandate a flat floor and a tubular steel roll cage and so the primary chassis of the car consists of a T45 steel tubular safety cell which is integrally braced by the flat aluminium honeycomb floor and bulkheads. This hybrid construction both follows the racing rules and allows for the car to be quite simple to assemble.
The front bulkhead is immediately behind the engine whilst the rear one lies directly ahead of the rear wheels. This allows the exhausts to exit cleanly away from the engine and then turn ahead of the footwell to run down the sills, and the driver to sit as far rearward as possible. The removal of the previous structural reliance upon the tunnel allows this to be as narrow as the gearbox dictates and in turn allows the driver to be positioned further inboard towards the centreline of the car. The honeycomb floor and bulkheads are stiff enough to accept the seat mounts and pedal assemblies directly without need for further reinforcement. The floors are stabilised at their outer edges where they are folded up 90° to give 40mm of crushable protection for the occupants.
The wide sills house the silencers which are also contribute to the side impact protection which ends finally with the cage doorbars. Because the floor and bulkhead assembly form the complete cockpit area they can be assembled, bonded and rivetted before the cage is bolted into place. This then forms a sealed centre section that contains the driver and fuel tank safely within the rollover cage and also has the required flat floor. There are front and rear subframes that are simple, light yet stiff tubular fabrications (again in T45 steel). These are bolted to the cage through the honeycomb bulkhead panels via ingenious self aligning steel fittings that make use of the shear stiffness of the bulkheads to triangulate the roll cage structure. The engine is fitted by removing the entire front end of the car, without the necessity of disconnecting any oil or water pipes. The outermost ends of the subframes terminate in aerospace alloy billet bulkheads that fulfil both structural and practical roles.
At the front two back to back, machined from solid plates, form a void that is the oil dry sump tank; provide all the mountings for the front suspension and steering rack and physically connect the open subframe tubes. At the rear a similar machined from solid plate seals the rear of the differential housing and provides mountings for the rear suspension. The differential housing provides a structural load path between the rear subframe and the cabin section via a fabricated casing that also locates the rear lower wishbones. The suspension consists of classic double wishbones all round, with coil over gas dampers operated by pushrods and with rising rate anti-roll bars front and rear. The centre lock magnesium wheels run on steel hubs within exquisitely fabricated aerospace steel vaned uprights to allow cooling air to reach the massive (15") brake discs and callipers.
At the rear the driveshaft CV joints are integrated within the hub/bearing assembly. All of the suspension joints pivot on spherical bearings. The bodywork is all manufactured in house out of carbon fibre pre-preg composite with a mixture of Nomex and Kevlar reinforcement, the overall style being that of a Cerbera on steroids. The entire front and rear are one piece mouldings for quick and easy access whilst the cabin section is bonded to the honeycomb bulkheads and sides to form the sealed passenger compartment. The front screen contains a heating element for elegant demisting whilst rear vision is perhaps described at best as "adequate", given the imposing presence of the rear wing.
Of all the new features of the Speed Twelve, the most significant is TVR's own all-new, 7.7 litre V12 which gives the car its name. In unrestricted form this engine gives 800 bhp @ 7250 rpm and 650 ft lb of torque at 5750 rpm. In principle, the engine is two Speed Sixes but in reality shares little but the valves of its smaller sister. Among its more notable features are its aluminium 48 valve heads, high molybdenum EN14T steel block, EN40B nitrided steel crankshaft and EN24B conrods.
Even the road car is trimmed in an extremely spartan fashion with weight saving being paramount in the engineers' minds but a small number of road cars have been delivered already. The racing programme has been very successful, even in its early stages, and the drivers of the Cerbera Speed 12, Ian McKellar Jnr. and Bobby Verdon-Roe, have been on the podium of the British GT series a number of times in 2000 including at the car's maiden victory at Silverstone during the summer.
Steve
Thread
Thread Starter
Forum
Replies
Last Post
Mattybr5@MB Developments
Full Cars Breaking For Spares
28
28 December 2015 11:07 PM
Mattybr5@MB Developments
Full Cars Breaking For Spares
12
18 November 2015 07:03 AM